For years, the BMW E60 M5 has occupied a hallowed space on my automotive dream list. Before finally taking the plunge and acquiring one, I devoured countless online reviews, eager to absorb genuine owner perspectives. Now, having clocked over 2,000 miles in my own 2006 Bmw M5 V10, I’m ready to share my unfiltered experience, hoping it provides valuable insight for fellow enthusiasts.
Purchased in late October, my initial mileage accumulation has been modest, primarily due to my office being conveniently located just a block from home – a walkable distance. Furthermore, influenced by some rather dramatic online narratives suggesting imminent engine failure, I initially hesitated to make the M5 my daily driver. Let’s just say I have a Jeep standing by, just in case those online anxieties materialize.
To provide context, my automotive history includes a diverse range of vehicles: a 2016 Lexus GSF (beautiful, but ultimately soulless), a fantastic 2012 Porsche 911, an exceptional 2004 BMW M3, and a beloved AP1 Honda S2000 (a car I owned from 28k to 109k miles, enduring countless track days and spirited drives without a single breakdown – truly bulletproof). There were also brief encounters with a 2006 Pontiac GTO and, in my younger years, the allure of Honda GSRs and Vtecs, along with a couple of Ford Mustangs (including a built 5.0 and a 2000 GT).
Alt text: Front three-quarter view of a blue 2006 BMW M5 V10, showcasing its iconic kidney grille and aggressive front bumper, parked on a paved road.
But let’s get to the heart of the matter: the E60 M5. This car has been a personal obsession for a decade. My fascination reached such heights that every girlfriend I’ve had has become intimately acquainted with my M5 aspirations – perhaps to their chagrin. My friends endured countless replays of Jeremy Clarkson’s ecstatic reviews, punctuated by my enthusiastic shouts of “BEAST!” at the screen. My automotive soul resonates deeply with naturally aspirated engines. Call it a “ricer” inclination, but the thrill of high-revving power plants, reminiscent of my Vtec days, remains a powerful draw.
I envisioned a specific E60 M5: blue exterior, black interior, and sport seats. Crucially, I sought a meticulously maintained, single-owner example with comprehensive service records. Initially, I considered pursuing a CarMax purchase, hoping for their MaxCare warranty, but the right combination of car and price remained elusive. Having immersed myself in E60 M5 lore, I felt well-prepared for the ownership experience, aware of both its celebrated virtues and potential pitfalls.
Then, one serendipitous Saturday, while browsing AutoTrader, there it was. The exact specification I desired, residing at an AutoNation dealership in Irvine, a reasonable drive from my LA location. A quick call confirmed its availability, though with a cracked windshield undergoing repair. However, the initial salesman’s response was lukewarm, and subsequent follow-up attempts yielded silence for a week. Frustration mounting, I emailed the dealership’s General Manager, expressing my disappointment at the lack of responsiveness for a serious buyer interested in a dream car. Within 30 minutes, the salesman was profusely apologetic, and the next day, I found myself at the dealership, ready to proceed. Though, in a twist of events, I ultimately concluded the purchase with a different representative.
My acquisition was a 2006 BMW M5 with 68,000 miles on the odometer (yes, mileage is a factor with these cars). Despite the mileage, it presented in impeccable condition. While technically a two-owner car, the second owner had it for a mere three months, trading it in at the AutoNation dealership for – wait for it – a Toyota Yaris. His rationale? The M5’s fuel consumption made commuting unsustainable, and he harbored anxieties about potential breakdowns. This particular M5 ticked all my boxes, and crucially, AutoNation offered an extended warranty. For $2,900, I secured a 2-year/24,000-mile powertrain warranty (engine, transmission, differential), explicitly confirmed to include clutch coverage, redeemable at the AutoNation BMW dealership near me. For peace of mind, especially with a car known for potential maintenance needs, it felt like a worthwhile investment.
Alt text: Interior shot of a 2006 BMW M5 V10 dashboard, highlighting the sporty steering wheel, iDrive screen, and driver-centric cockpit design in black leather and aluminum trim.
Now, let’s delve into the driving experience. Simply put, I’m completely enamored with this machine. Let’s address the elephant in the room first: fuel economy. Yes, the MPG figures are genuinely abysmal, the worst I’ve encountered in any vehicle, period. City driving yields around 11 MPG when driven conservatively, plummeting into single digits with any degree of spirited acceleration. Freeway cruising at 80 mph in full economy mode nets around 18.5 MPG, which isn’t terrible, but a single burst of acceleration can decimate that average rapidly. However, fuel efficiency is a non-concern for me. I happily embrace frequent gas station visits. My overall average since ownership hovers around 12.2 MPG.
In terms of raw speed, this is the fastest car I’ve ever driven. I had previously test-driven E60 M5s and M6s and, frankly, walked away slightly underwhelmed. I suspect this was due to the constrained nature of test drives – a brief window to push the car without fully experiencing its capabilities. The first full-throttle second-gear pull in my own M5, extending to the redline through third gear, was a revelation. I’ve driven cars with greater torque, but the M5’s sensation of speed is different. The velocity it accumulates is astonishing, feeling like it pulls harder with each gear change, reaching license-jeopardizing speeds with alarming ease. It’s a car brimming with drama, amplified significantly by the muffler delete I installed, enhancing the already glorious V10 symphony. In my opinion, aside from the Lexus LFA, Porsche Carrera GT, and Ferrari F355, the E60 M5 boasts one of the most captivating exhaust notes ever conceived. Above 6,000 RPM, this car transforms into an absolute animal. Few 4,000-pound vehicles can move with such ferocity at those engine speeds. It’s a truly exhilarating sensation.
Now, let’s discuss “S6” mode. Engaging this setting a month into ownership was a transformative experience. Why I waited so long remains a mystery to me. Executing a 1st-to-3rd gear run in S6, provoking controlled rear tire slip in second gear, was genuinely shocking. The ferocity of the gear changes, the sheer speed of the shifts, is breathtaking. The fact that the clutches endure such treatment is remarkable. The gear changes felt like a physical punch to the chest, accompanied by an almost violent mechanical engagement. Recently, I took my 70-year-old best friend’s father, a former drag racer, for a ride. Despite some back issues, he requested a full-throttle demonstration. An S6 1st-to-3rd gear run ensued, and I momentarily feared accusations of elder abuse. He admitted his back was aggravated and the rapid shifts disorienting. Thankfully, aspirin and rest remedied the situation, a testament to the intensity of the M5’s S6 mode. True story.
The chasm between P400 and M mode S6 is nothing short of night and day. It’s like driving two completely different cars. I often encountered online criticism about the M5’s lack of low-end torque. I disagree. Even at 2,000 RPM, there’s ample power for effortless passing maneuvers. While the powerband is undeniably top-end focused, dismissing its low-end responsiveness is inaccurate. It possesses sufficient power across the rev range for comfortable daily driving. As for the SMG transmission, I’m a convert. While I appreciate a traditional 6-speed manual, the SMG adds an exotic, distinct character to the driving experience, forging a palpable connection with the car. I’ve grown to appreciate the initial jerkiness, once a source of minor concern about potential mechanical fragility. Now accustomed to its nuances, I find it perfectly functional. Is it smooth in urban environments? Not exactly, but smoothness wasn’t the design brief. This isn’t a 7 Series. I’ve learned to lift off the throttle slightly below 3,500 RPM for smoother low-speed shifts, eliminating any clunking. Above 3,500 RPM, the transmission performs admirably without throttle modulation.
The M5 has proven surprisingly versatile. It handled snowy conditions with aplomb, excels in canyon carving, and feels remarkably stable on rain-soaked freeways – a frequent occurrence in Southern California lately. Regarding driving modes, I typically allow the car to warm up in P400, then switch to P500, usually in S3 shift mode. My M mode is configured for S6 and the firmest suspension setting. However, even for a 31-year-old, the sport suspension setting can feel excessively harsh on public roads. Comfort mode, in contrast, is a revelation on longer journeys, making a significant difference in ride quality.
Reliability-wise, I’m pleased to report zero issues in my initial months of ownership (knocking on wood). The car runs flawlessly, without a single hiccup. The clutch exhibits no slippage, delivering crisp, precise shifts even from low-speed rollouts in second gear. The engine feels robust, smoke-free, and eager to rev. I drive it with enthusiasm, though redline excursions are reserved for appropriate opportunities, which are scarce in LA traffic. While 500 horsepower might seem modest compared to modern 600+ horsepower wagons, the M5’s power delivery is concentrated at the top end, creating a truly visceral experience. Reaching ludicrous speeds happens incredibly quickly. Recently, merging onto the 405 freeway, a brief burst of acceleration through second and third gear had me rapidly approaching 100 mph before braking hard to avoid a rapidly approaching truck. The speed accumulates deceptively quickly.
Oil consumption appears to be around a quart of $13-per-quart oil every 1,100-1,500 miles. I performed an oil change immediately after purchase, costing $120 for parts and $60 for labor at my independent mechanic. Rod bearing replacement is a consideration down the line, a preventative measure given the S85 engine’s reputation, but for now, the car feels mechanically sound, and the warranty provides a degree of reassurance. Everything else functions perfectly. The seats are supportive, the air conditioning is powerful, the heater is fiercely hot, the heated seats work, and the sound system is impressive. Even the iDrive system, often criticized, I find perfectly acceptable. It’s not aesthetically groundbreaking, but it’s functional.
Minor annoyances include the seating position. At 6’0″ and 180 lbs, my right knee constantly presses against a protruding section of the dashboard. The windshield wiper interval settings are subpar, and the automatic wipers are unreliable. Fuel economy, while not financially concerning, triggers the low fuel chime incessantly, a minor but persistent irritation. Also, the automatic ventilation upon cold starts is bothersome. I recall reading about a coding workaround but need to rediscover it. These are minor quibbles in an otherwise exceptional ownership experience.
Driving the M5 evokes a sense of automotive royalty, especially on the freeway. Memories of old videos showcasing the E60 M5 outperforming supercars flood back, instilling a sense of “move aside” authority. The car garners significant attention, particularly with the muffler delete. Enthusiasts readily recognize and appreciate it, while others remain oblivious to its significance.
In conclusion, I am absolutely captivated by my 2006 BMW M5 V10. I’m prepared for the potential ownership costs and wholeheartedly recommend this car to anyone who has ever lusted after one. For those willing to provide diligent care and embrace the associated running expenses, acquiring an E60 M5 is an immensely rewarding experience. Thanks to online communities for providing valuable insights and perspectives, even the cautionary tales of unreliability and financial burdens. Despite the potential risks, the collective advice ultimately swayed me to take the plunge – a decision I wholeheartedly embrace.
I’ll never forget my first oil change at the independent shop. A fellow patron with a Mercedes C63 remarked, “Sounds great, man. I freaking love that car.” I thanked him, and he added to his friend, “Mad respect for the old V10 M5.” And I couldn’t help but smile.
